Heater



E. E. HANS May 27, 1941.

HEATER priginal Filed July 31, 1935 3 Sheets-Sheet 1 INVENTOR May 27, 194.1. 2E. E. HANS 2,243,562

HEATER Original Filed July 31, 1935 3 heet 2 INVENTOR May 27, 1941.

E. E. HANS 2,243,562

HEATER Original Filed July 31, 1935 3 Sheets-Sheet 5 w'lllllllllll 4/ INVENTOR Patented May 27, 1941 UNHTED STATES PATENT OFFICE Divided and this application November 25, 1938, Serial No. 242,145

11 Claims.

This specification is a division of my co-pending application, Serial No. 34,027, filed July 31,

1935, on Heaters.

This invention relates to heaters, and particularly to heaters of the type now being used in a modern automobile for heating the passenger compartment of the same.

In the past it was necessary for the driver of an automobile to wait a considerable length of time before the water used as a cooling medium in the internal combustion engine, became hot enough to provide heat within the driving compartment. Of late this problem has become even greater on account of the eflicient means now being provided in the modern automobile for keeping the engine cool, such as larger radiators, larger water jackets and aluminum heads which tend to keep the cooling medium at a lower temperature.

To offset the above, various types of auxiliary heating units have come into use, of which the steam generating unit has been the most popular. In order to function properly, a system of check valves were incorporated. These check valves allow a definite amount of water to flow in the heating chambers or generating unit at intervals, so that a comparatively small amount of water would enter the generating unit to be generated into steam. The generating of steam causes a pressure and forces the steam into a heat dispensing radiator located in the driving compartment. The cooling of the steam, relaxes the pressure in the generating unit, and allows another small amount of water to flow in the heating chamber. As long as steam is generated, the heating system functions properly. These units operate efficiently when enough heat in the generating compartment is supplied, from the exhaust of the engine, to generate steam. It is an obvious conclusion that the heat of the exhaust depends upon the speed of the engine. At speeds of twenty miles an hour or less an insufficient amount of heat to generate steam is supplied by the engine. Because any heat received in the driving compartment is dependent upon the amount of steam generated in the heating unit, practically no heat will be supplied when running at a speed from twenty miles an hour or less. The result would be that driving in the city where a number of stops must be made, due to traific signals, a spasmodic heating arrangement will be had wherein a hot blast of air will be efiected when accelerating r cruising at speeds higher than twenty miles an hour, and a comparatively cold blast is received as soon 7 water, when generated into steam, will be distilled and a residue will be formed in the heating chamber. A certain amount of this residue will circulate throughout the heating unit back into the cooling system of the engine and then back again into the inlet of the heater where the check valves are usually situated. This clogs up the check valves and necessitates cleaning,

usually at approximately every one thousand to fifteen hundred miles.

Th present invention consists of an auxiliary heating unit so situated that the intense heat of the exhaust coming from each cylinder of the engine will be combined before passing through the heating chamber to obtain a uniform heat. The amount of heat allowed to pass through the heating chamber may be regulated by a valve incorporated in the novel heater. The volume of water supplied in the generating unit is regulated so that the heating system is balanced. That is, the amount of heat supplied from the engine at low speeds is sufiicient to heat the steady flow of water passing through the generator. At higher speeds the flow of liquid is such that at no time will there be any danger of generating pure steam rather than a combination of steam and water. This assures the maximum amount of heat obtainable Without the danger of creating too great a pressure in the heating system.

The principal object of the present invention is to provide a new and improved heater for an automobile wherein auxiliary means is used to heat a small portion of the cooling medium thereby supplying heat quickly to the driving compartment of said automobile.

A further object is to provide a new and improved car heater wherein the operator may control, from the driving compartment, the amount of heat from the exhaust manifold being supplied to the housing containing the heating coils so that the temperature in the driving compartment may be gradually increased or decreased according to the desire of the operator. A still further object of the present invention is to provide a new and improved car heater wherein the radiator and fan for same are located in the driving compartment of the car and the means for operating the fan is located on the engine side of the dash under the hood,

thereby eliminating all motor noise from the driving compartment.

Another object is to provide a new and improved radiator and fan housing construction so designed that the radiator may be quickly detached therefrom to facilitate the use of the fan only for use in hot weather.

A further object is to provide a new and improved heat and power control mechanism which may be conveniently mounted upon the driving side of the dash whereby the operator may control the speed of the fan and also the amount of heat being supplied to the heating radiator with one simple control device, thereby eliminat.-. commonly now ing a plurality of switches as used.

Another object is to provide a new and improved valve for allowing the ingress and egress of heat from the exhaust manifold into the chamber containing the heating coils, said valve being conveniently controlled from the drivers seat.

A still further object is to provide a new and improved coil chamber for a water heater so designed that there are two shells one nestedwithin the other in such a way that the hot exhaust gases from the exhaust manifold may pass between the coils and upon leaving the inner shell, again pass over the outside of said heating inner shell so that none of the heat from the exhaust manifold is dissipated until it has again passed over the outside of the inner shell to atmosphere. The inner shell also acts as a heat retainer. The shell may be of any suitable heat retaining material so that when the motor generates an abundance of heat due to rapid acceleration, this heat retaining material will absorb heat and give it up to heating coils when engine is again idling at'low speed.

By using several U shaped heating tubes the heat is applied to each U tube moderately so that the heating liquid in it will not be disturbed or become overheated thereby eliminating steam pockets or separation of heating liquid which would cause the heating system to go dead.

Still further objects of my invention may be enumerated as follows:

1.' To provide a unitary casting com-prising inlet and outlet gas ports with a suitable valve therebetween which operatively directs the flow of gas through a generator and back to the outlet port or directly to the outlet port to thus insure against leakage of exhaust gas.

2. To provide a non-coking valve structure which will be gastight in either of its extreme positions but which will free itself from any carbon accumulation. The non-coking result is due to the close proximity of the valve to the engine exhaust manifold, while the increased efficiency is due to the novel broached valve seats employed.

3. To provide a small but certain flow of Water to the generator at all times when the heater is being used and to automatically increase the flow when the heat sup-plied to the genera.- tor is sufiicient to heat a greater amount of water. This insures against the generation of steam at high speeds while preventing the circulation of relatively cold water through the heater radiator when the unit is first started.

4. To provide a by-pass around the heater radiator for summer conditions which will prevent damage to the generator and still prevent hot water from entering the heater radiator.

5. To provide a sediment chamber in the inlet line to the generator and thus prevent the accumulation of rust and sediment therein.

The above and other objects will appear more fully from the following more detailed description and by reference to the accompanying drawings wherein:

Figure 1 is an assembly view illustrating an installation of my invention.

Figure 2 is a section taken substantially on the line 2--2 of Figure 1, and illustrates the driving mechanism of the pump.

Figures 3 and 4 are sections taken substantially on lines 33 and 4-4 of Figure 2 and further illustrates the pump mechanism.

Figure 5 is a section taken substantially on the line 5-5 of Figure I.

'Figure 6 is an end View of the heating mechanism and is shown in position as assembled, with heating coils omitted.

Figure 7 is a section taken substantially on the line 1''! of Figure. 6, with the heating coils in place.

Figure 8 is a section taken substantially on the line 8-8 of Figure 7.

Figure 9 is a section taken substantially on the line 99 of Figure 7.

Figure 10 is a section taken substantially on the line |0--l 0 of Figure 9.

Figure l l is a fragmentary perspective view illustrating the position and construction of the control valve more adequately than previously shown.

Figure 12 is an optional construction of one of the inlet ports to the heating mechanism as shown in Figure 1.

Figure 13 is a central sectional view of the control button for the valve illustrated in Figures 7, 9, 10 and I l.

Figure 14 is the same as Figure 13, but showing a different position of the button.

Figure 15 is a section taken substantially on line 5-|5 of Figure 14.

Figure 16 is a central sectional view of the motor and illustrates more fully the construction of the motor housing.

Figure 1'7 is a central sectional view of the inner shell motor housing showing the opening at the portion opposite the brushes.

Figure 18 is a detail showing the U-tube connection.

Figure 1-9 is a section taken substantially on line [9-49 in Figure 1.

Figure 20 is a central sectional view of the by-pass valve shown in Figure l, and

Referring now to the drawings, the numeral 25 designates a hose coupling used to connect the cooling radiator and the top of the Water jacket 26 of the conventional internal combustion engine. A conventional water circulating pump is attached to the water jacket 26 in the usual manner. The pump is driven by a fan belt, not shown, which rotates in V--sh aped pulley Hi! to which is keyed a pump rotating member HI, shown in Figure 19 of the drawings. Conveniently connected into the hose connection 25 is a flexible hose or conduit 21 preferabiy constructed of rubber, said conduit being coupled to the small pump chamber nut 29. The pump chamber 29 contains the pumping means shown more in detail in Figures 2, 3 and 4 of the drawings, wherein the numeral 30. designates a universal joint for coupling the vane 3| to the armature shaft 32 of the motor 12, the vane 3| being rotatably secured to the shaft 33. and j'ournaled in the bearing 34. Leading from the pump chamber 29 is conduit 35, also preferably of rubber, which leads into chamber 36, and chamber 36 being shown more clearly in detail in Figure of the drawings, wherein is shown tightly seated a trap 39, the upper portion of which has a small upright tube 31 with an orifice 38 located in the top of said tube. The lower portion of the trap contains the opening 48, said opening being considerably larger than the opening 38. The lower end of the trap chamber 36 is secured to the coil head He. The tube housing 4| is secured to head He in any suitable manner as shown in detail in Figure '7, a plurality of tubes 43 being shown in cross section in Figure 8 of the drawings. The tubes 43 run the entire length of the inner shell 4|a near the top inner periphery thereof, turn and are brought back along the lower inner periphery thereof, and are sealed to outlet head Ma.

The tube housing 4| is constructed of two shells, 4|, 4|a. 4|a, being nested within shell 4| in concentric relationship, inner shell 4|a terminating at 4|b-. An air space 45 is provided between the tubes 43 and space 46 is provided between the inner shell 4 la and the outer shell 4| to allow the hot exhaust gases from the manifold 48 to pass into the inner chamber 4|a and between the tubes 43, out the end of inner tube 4 id at Mo and back in the direction of the arrows shown in Figure 7 of the drawings, between the outer periphery of the inner shell 4m and the inner periphery of outer shell 4| through opening 4! and into the conduit 53 leading to the muffler, not shown. The main body of the heater 49a has a depending flange 49b having apertures therein to align with apertures in the flanged portion of the exhaust manifold of any well known make of car, adapted to receive coupling means.

The heat control valve body member 49a illustrated in Figures 7, 9, 10, 11 of the drawings is constructed to seat valve 56 in the following manner: Sector shaped openings 49c and 490'. Figure 9, are provided in the respective sides of the body member 49a, which openings are provided with beveled seats 56a, 58b; 56c, and 5001, as shown best in Figure 11 of the drawings. The longitudi nal seats of valve 58 are at 59 and 58e. There is also provided a longitudinal seal at 50g which provides a seal for valve stem 5|. Valve 58 and stem 5| are butt welded forming one body. These seals and seats are broached with a tool to provide perfect alignment for seal of valve 58. The length of valve 50 is less than the over-all width of body member 49a. at this location allowing liberal clearance for free operation of valve. The sector shaped openings 49c and 48d are closed with two plates 53a. and 54 in Figures 9 and 10. These plates are provided with aligned holes through which a shaft 52 passes and forms a. bearing in which the valve 58 pivots. The valve 50 is interposed between the tube chamber 4| and the conduit 53 leading to the mufiler. Leading from the outlet 44 is the conduit 54d which connects the heating tubes 43 with the radiator 55. The radiator 55 has a small inlet compartment 55a at the top and a large outlet 5511 at the bottom. The conduit 56 leads from the radiator 55 and is tapped into the hose connection 51 which connects the bottom of the water jacket 26 with the cooling radiator 58. The fan housing 59 is provided with apertured screw threaded lugs 60, 6|. The radiator 55 is also provided with screw threaded lugs 62, 63 by means of which radiator 55 may be quickly secured to the fan housing 59 by merely inserting the screws 64, 65. The motor for operating the fan 66 is housed in the housing 61. The fan 66 is rotatably secured by means of the screw 69, to one end of the armature shaft 32, said shaft being journaled in the bearing 16 and is located in close proximity to the back of the radiator core 55. As shown most clearly in Figures 1 and 16 of the drawings, it will be understood that the fan 66 is on the drivers side of the dash H and the motor 12 and pump 29 are located on the other side of the dash under the hood of the car. The locating of the motor and pump away from the driving compartment prevents any noise created by the operation of these elements from entering the passenger compartment.

The motor hOllSiIlg 6'! is constructed in three parts, an inner sleeve 13 as indicated in detailed drawing Figure 17 which has an opening 14 aligned with the commutator brushes 15. A

sleeve I6 is also provided with two circular reduced portions, the larger of the two act as an enclosure and support for coupling means, while the smaller threaded portion receives the pump chamber 29 and also acts as a support and seal for the same. The sleeve 16 is telescopically engaged over the inner housing I3 and abuts against the portion of the housing 61 nearest the dash II. The housing 61 is held as a unitary assembly by means of a band 68, Figure 1, which is tightened by the screw 68a. The section 61 of the housing is provided with a reduced portion 18 adapted to pass through an opening in the dash The reduced portion 18 is threaded at its outer extremity to receive a nut, 19 which holds the fan housing 59 over the reduced portion 18 securely against the dash 1|, thereby bringing the entire motor and fan assembly into one unitary compact structure.

Referring now to Figures 1, 13, 14 and 15 of the drawings, a control mechanism is shown to operate the valve 58 and consists of a Bowden wire 86 secured to the control lever 52 and terminates at the instrument panel 8|. ing mechanism on the instrument panel consists of a control for the motor 12 consisting of a rheostat 82. The rheostat 82 is controlled in combination with the push pull button 83 of the Bowden wire 86. A clamping member 84 is provided to eliminate the necessity of drilling a hole in the dash 8| to secure the control assembly to said dash. 'Ihe clamping mechanism 84 has an adjusting screw 85 to fasten the assembly firmly to the dash 8|. The end of the Bowden wire terminating at the instrument panel 8| consists of a sleeve 86 passing through an aperture in the bracket 84 and has a cup shaped member 81 securely fastened at the end of the sleeve 86, said cup shaped member 81 being adapted to receive a cup shaped insulating member 88 wherein the rheostat windings 89 are assembled. The sleeve 86 has a circular inner periphery, and is adapted to receive a non-circular .push pull rod 96, said rod. 90 passing through the rheostat 82, said rheostat being provided with a clip 9| which is slidably secured upon the rod 90 so that said clip is anchored to the rod 96 when turning in a circular path, and slidably mounted on the rod 90 when moving longitudinally thereof. The clip 9| is conventionally insulated and comes in contact with the rheostat windings 89. The clip 9| is provided at its other extremity with a sleeve 92 which passes through the insulating member 88. A spring 93 is interposed between the inner face of the rheostat and the spring clip 9| to hold the clip against the rheostat windings 89 The operatwhen the push pull button 83 is pulled out and the heater operating.

Referring to Figure 12 of the drawings, I have shown an optional construction of an opening shown in Figure of the drawings. The size of the restricted orifice 38 shown in Figure 5 can be changed by manually changing the entire assembly and having a larger or smaller orifice 38. A by-pass valve N is provided adjacent to radiator 55 to by-pass incoming heating liquid which enters by inlet pipe 54a through valve. plug opening I06 in Figure 19, thence left to opening I01 and I88 returning through pipe 56. When valve plug IE6 is turned anti-clockwise opening I01 registers with opening in pipe 54a to normal operation. There is no hand lever shown on valve plug it, any desired form of lever may be used. The optional construction shown in Figure 12 shows a means of automatically controlling the size of the opening 38a, the assembly of which consists of a radiator 55 in the driving compartment having an inlet and outlet 54a, 55 respectively. The outlet 55 terminates in a thermostat housing 94 which has a bi-metal strip 95 secured therein to the inner wall, atone end, and the other end thereof connecting a plunger valve 96 which operates in a cylindrical chamber 9? having screw threaded enclosure cap 98 at the outer end of the cylindrical chamber 91. A spring 99 is interposed between the cap and the plunger valve 515 to hold it normally in the position shown in Figure 12. The plunger valve 56 also passes through the opening 33a. The bimetal strip then actuates the plunger 95 in the cylindrical chamber 9T to regulate the size of the opening 38a. The by-pass channels H2, H3 allow a limited amount of liquid to flow constantly to the heating unit.

The manner in which my device operates is as follows:

As the internal combustion engine is started, there is also started. a conventional type of water pump K09 used in most automobilesat the present time. This water pump is invariably of the centrifugal type which agitates the water at low speeds and propels it at higher speeds. The thermostat HM located in the hose connection '25, is closed and has been adjusted to open at. a temperature usually around 135 to 145 degrees. This temperature is merely selected as the most efiicient temperature that the engine operates, and is variable to suit the efiicient operation of the engine.

When the engine is started, the water in the cylinder block is heated and the thermostat l0! eing closed, a small pressure is exerted upon this thermostat by thermo-syphon action, the heated water in the block being lighter than the cold water in the radiator 58. The water is forced by this pressure through the conduit 21 to the pump 25 from where it is propelled by the latter through the conduit and orifice 38 to the head 410 of the generator. The pump 29 is of the centrifugal type and, inasmuch as it is driven at a comparatively constant speed by the motor 12, a comparatively constant flow of water is maintained through the generator irrespective of the position of thermostat ill! or the absence of circulation of water in the engine cylinder block. The function of the pump 29 is to insure that sufiicient water is circulated through the generator to prevent the formation of steam therein before the thermostat 10! opens in the engine cooling system.

the pump vane 3| when rotating causes a pressure on the fluid system, the vane offers no restriction to the flow of water through the pump caused by, pressure in the conduit 21. Consequently, the pump vane will not restrict the flow of water to the generator when under certain conditions it is increased by other elements in the system.

Applicant has discovered through experimentation that pump H19 passes the water through the thermostatic! opening more rapidly than through hose passage 21 after temperature of cooling medium in motor is normal, thereby reducing its flow or stopping it entirely because thermostat valve is then in an open position. The only benefit derived from pump I09 is on sudden acceleration, spasmodic pressure might occur in line 21. Little, if any, benefit is derived from pump 109 until the car has passed a road speed of thirty miles per hour or more. At higher speeds the pressure in line 21 will increase, thereby allowing more water to pass through pump 29 and passageway 35. Should pump 29 be eliminated there would be no assurance of constant heat below thirty miles per hour.

The purpose of the thermostat is to regulate the fiow of water to the generator so that only a small amount is supplied to the generator when the discharged water from the radiator 55 is below a predetermined temperature and to increase the fiow when sufficient heat is being supplied to maintain the discharged water at about F. When the engine is first started, the thermostat 95 keeps the valve 96 closed so that the orifice 38 is partially restricted. This allows the water, which flows through the generator to be heated much hotter than if no restriction were provided. However, after the engine is warmed up and the car is operating at a higher speed, a greater flow of water is required to be circulated through the generator to prevent the formation of steam. This is accomplished by the valve 95 which opens when the discharge from the radiator reaches a given temperature.

Thus, an adequate but restricted supply of water is fed to the generator when the heat supplied thereto is small and a greater supply is fed when more heat isdirected to the generator. This is accomplished without reference to the engine circulating pump I09, the speed of which may not in any way be proportional to the amount of heat directed to the generator.

The water, after passing through the outlet 44', flows through the tubing 43 to the conduit 54a and into the radiator core 55. The fan 66 when operating causes a steady stream of air to flow through the radiator core 55, the hot fluid passing through the radiator cone in turn warms the air being blown into the passenger compartment of the automobile. The position of valve 50, Figure '7, determines the quantity of exhaust gas passing around the inner tubes 4 [(1, which in turn heats the tubing 43 containing the fluid. The hot exhaust gases flow in the direction of the arrows in Figure 7, leave the inner shell Ma at Mb and return through passageways 46 which are defined between the outer shell 4| and the outer cylindrical wall of the inner shell Me. This unique construction provides a double insulation and the gas does not dissipate all of its heat when it is being passed back toward the conduit 4'! and to the muffler. Should the operator wish to dispense with the heat being passed through the shells 4|, Ala, he has but to control the valve 50 by means of the control means 83 on the dash of the car. By closing the valve 50 so that no exhaust gas enters the tubing chamber, the same is then by-passed into conduit 53 and goes directly to the muffler through an exhaust pipe 531). The heating unit 49a is securely fastened to the conventional manifold at the exhaust port side at the point where the exhaust passes into the pipe leading to the muffler, and is secured by bolts passing through flange 49?), thereby bringing the heating unit as close to the main exhaust manifold as possible and at the same time being interposed with a control valve 50. In this manner it is also protected from heat being generated through the body of the heating unit 49a, when the valve 50 is closed. In summer weather it is not necessary to disconnect the inlet and outlet connection of the heating liquid to the radiator and the driving compartment because the heat cut-off is complete and there is no possible way in which the heat can penetrate into this heating unit because it is separate from the main engine manifold and also is insulated by the outer shell 4|.

The push pull button as shown most clearly in Figures 13, 14 and 15 consists of the button 83 which is provided for the valve 59 and is pulled out to set Valve 50 in the position shown in Figure '7 of the drawings. The spring 93 then pushes the clip 9i against the rheostat windings 89 as indicated in Figure 13. In order to adjust the speed of the motor 13 the push pull button 83 may then be rotated clockwise or anti-clockwise to rotate the clip 9! around the windings 89 thereby either increasing or decreasing the electrical resistance as in any conventional rheostat. During the warm months when the heater is not in use, the core 55 may be removed by simply removing the screws 63, 64 and uncoupling the conduits at I02 and inserting therein the U- shaped tube shown in Figure 18 of the drawings. A screen I63 may then be inserted, or if desired the screen may be left on all year as part of the assembly. The purpose of the screen is to protect the driver from the blades of the rotating fan. The fan provides a means for cooling the car during the hot months. A push pull button 83 may be pushed downwardly to just ride on the shoulder 92 to close the valve 56, as shown in the dotted line position of Figure '7. This bypasses the exhaust gases directly to the muffler. By pushing the push pull button 83 so that it just touches the sleeve 92, contact between the clip SI and the rheostat windings 89 may still be made. To shut off the motor push pull button 83 may tlren be pushed against the insulating housing 88 thereby pushing the clip 9| away from the rheostat windings 89 and breaking the circuit.

This invention provides constant flow of heat at low engine speed. Heat generated by the exhaust gases in passing around the heating coil is delivered to the heat radiating unit by an auxiliary pump. The electric motor which drives this pump is of novel construction with few parts and is designed to provide a rigid mounting for the radiator, fan housing, constituting a simple supporting and coupling means. Positive liquid circulating means provides greater heating efficiency and comfort. By removing motor housing 16, provision is made for accessibility and quick service to commutator through housing 13 and opening 74.

A thermostat control means in Figure 12 governs the inflow of heating liquid fromtemperature of outgoing liquid from heat radiating unit. There is also provided a small passageway which acts as a by-pass into heat generating unit providing constant flow of liquid into same supplying suflicient liquid for quick heating after car has been driven but a few blocks and maintaining a constant heat. Heating liquid thereafter is maintained at near boiling point at a speed of from twenty to thirty miles per hour. As the speed is increased the heating liquid correspondingly rises, thereby increasing the temperature of the outgoingliquid from the radiator heating unit at which point the thermostat responds and opens the inlet valve to the heat generating unit, thereby increasingthe ingoing liquid in proportion to the speed increase resulting in greater heat flow to heat radiating unit causing a higher temperature to be blown through heat radiating unit and at the same time preventing the system from generating steam. With this automatic heat control any desired anti-freezing liquid may be used successfully.

The foregoing automatic liquid control may be used in place of manual control means as shown in Figure 1 and Figure 13 or both may be used. However it may be understood that my heat generating unit may be used for liquid heating or steam generating with or without liquid automatic control. The liquid pump provides a constant'pnessure against the orifice or jet in Figure 5. The small opening prevents reversing of the liquid inlet to heat generating unit.

Referring to Figure 1 of the drawings: The radiator 55 has an inlet compartment 5 5 comparatively small in size so that a minimum amount of liquid is stored within the heating system. This assures a faster heating in the driving compartment when starting because a lesser amount of cold liquid will have to be forced from the top of radiator andth ereby allows the incoming hot liquid to heat the radiator faster.

While I have described and illustrated a satisfactory installation that has proven highly successful in practical operation, it will be understood that the invention is not limited to specific constructional details shown and described, but that many changes, variations and modifications may be resorted to without departing from the principles of the invention.

I claim as my invention:

1. A heater particularly adapted for use with an internal combustion engine using fiuid as a cooling means, a pump for circulating fluid in said engine, an exhaust manifold, a heating chamber adjacent said exhaust manifold which is heated by exhaustgases from said manifold, a heat exchanger in said chamber, a radiator, aux.- iliary pumping means, means for establishing a fluid circuit through said circulating pump and auxiliary pump and heat exchanger and radiator back to said engine, and a thermostaticallyoperated valve interposed in the fluid circuit means between said auxiliary pumping means and said heat exchanger for governing the ingress of fluid into said heat exchanger, said thermostat being responsive to the temperature of the fluid as it leaves said radiator, and by-pass means around said valve to allow a restricted flow of fluid at all times into said heating element.

2. In combination with a motor car having a dash board, an engine arranged upon oneside'of the dash and a passenger compartment arranged on the other side of the dash, said engine having an exhaust manifold and fluid cooling means, a circulatory heating system comprising a heat absorbing portion in heat exchange relationship with said manifold, a heating. radiator, pumping means for maintaining circulation in said circulatory system, conduits connecting said system with said engine cooling means, a fan for inducing air flow over said radiator, said fan and pump means being located on opposite sides of the dash, and a common driving means for said pump and fan including a shaft extending through the dash.

3. In combination with a motor car having a dash board, an engine arranged upon one side of the dash and a passenger compartment arranged on the other side of the dash, said engine having an exhaust manifold and fluid cooling means, means for heating the passenger compartment comprising a circulatory heating system connecting said engine cooling means and including a heat absorbing portion in heat. exchange relationship with said manifold, a by-pass valve to regulate the amount of heat entering said heating compartment, a heating radiator, pumping means for maintaining circulation in said circulatory system, a fan for inducing air flow over said radiator, said fan and pump means being located on opposite sides of the dash, a common driving means for said pump and fan including a shaft extending through the dash, and means mounted on said passenger side of the dash for controlling said valve, fan and pump.

4. In combination with a motor car having a dash board, an engine arranged upon one side of the dash and a passenger compartment arranged onthe other side of. the dash, said engine having an exhaust manifold and fluid cooling means, means for heating the passenger compartment comprising a circulatory heating system connecting said engine cooling means and including a heat absorbing portion in heat exchange relationship with said manifold, a by-pass valve to regulate the amount of heat entering said heating compartment, a heating radiator, pumping means for maintaining circulation in said circulatory system, a fan for inducing air flow over said radiator, said fan and pump means being located on opposite sides of the dash, a common driving means for said pump and fan including a shaft extending through the dash, rneans mounted on said passenger side of the dash for controlling said valve, fan and pump, said control means comprising a rheostat for controlling the speed of said common driving means for said pump and said fan, a rod mounted for selective manual rotation or longitudinal movement, said rotating movement controlling said rheostat and said longitudinal movement controlling the movement of said by-pass valve.

5. An automobile heating system comprising, an engine having an exhaust manifold, a heating chamber, an operable 'by-pass valve which regulates the proportion of exhaust gases from said manifold which enter said heating chamber, a heat exchanger in saidchamber, a radiator connected with said heat exchanger, a fan arranged toforce air through said radiator and into the passenger compartment of said vehicle, a regulator for controlling said fan, and a common control means connected both to said fan and to said valve which upon movement in one direction controls said fan and movement in a direction transversely thereto controls said valve.

6. An automobile heating system comprising, an engine, a heating chamber associated with said engine, an operable valve which deflects exhaust gases from said engine into said chamber, a heat exchanger in said chamber, a radiator connected with said heat exchanger, a fan arranged to force air through said radiator into the passenger compartment of said vehicle, a manual control for said fan, a manual control for said valve, and means interconnecting said controls whereby movement of said valve control to an open position will operate said fan control to ro tate said fan.

7. An automobile heating system comprising, an engine, a heating chamber associated with said engine, an operable valve which deflects exhaust gases from said engine into said chamber, a radiator connected with said heat exchanger, a fan arranged to force air through said radiator into the passenger compartment of said vehicle, a manually operable rhecstat for varying the speed of rotation of said fan, said rheostat being incapable of stopping said fan rotation, a manual control for said valve, and means interconnecting said rheostat and valve control whereby the closing of said valve stops said fan rotation.

8. An automobile heating system comprising, an engine, a heat generator associated with said engine by means of which heat from the exhaust gases of said engine is transferred to a fluid medium, a radiator connected to said generator so that the fluid heated by said generator will be conducted through said radiator, a fan arranged to force air through said radiator into the passenger compartment of said vehicle, means for controlling the speed of said fan, control means for operably rendering said generator either effective or ineffective to absorb heat from said exhaust gases, and means whereby movement of the generator control means to an effective position will cause said fan to rotate.

9. An automobile heating system comprising, an engine, a heat generator associated with said engine, operative control means for said generator which in an effective position causes the heat from the exhaust gases of said engine to be transferred to a fluid medium within said generator, a radiator connected with said generator, a fan arranged to force air through said radiator into the passenger compartment of the vehicle, manually operable control means for regulating the speed of said fan, and means interconnecting said generator and fan controls whereby movement of said generator control to an ineifective position will render said fan control ineffective to regulate said fan.

10. An automobile heating system comprising, an engine, a heat generator associated with said engine by means of which heat from the exhaust gases of said engine is transferred to a fluid medium within said generator, a radiator connected with said generator so that said fluid medium circulates through said radiator and generator, a fan arranged to force air through said radiator into the passenger compartment of said vehicle, manually operable control means for varying the speed of said fan, said control means being ineffective to stop said fan, a manual control for operatively by-passing exhaust gases around said generator to render same ineffective, and means interconnecting said controls whereby movement of said generator control to its by-passing position will stop said fan.

11. An automobile heating system comprising, an engine, a heat generator associated with said engine by means of which heat from the exhaust fan, manually operated means for controlling the 10 amount of heat absorbed by said generator, and interconnecting means whereby movement of the generator control to a heat absorbing position will render said fan control efiective to operate said fan at any speed determined by said fan control and movement of said generator control to its nonabsorbing position will render said fan control inefiective to rotate said fan.

EDMUND E. HANS. 

